Control system for motor vehicles



April 11, 1944. c. A. BREWER CONTROL SYSTEM FOR MOTOR VEHICLES Original Filed Oct. 2, 1929 INVENTOR. CHARLES R BREWER A TTORNEY Patented Apr. 11, 1944 ooN'rnor. srs'rEM Fon. MOTOR VEHICLES Charles A. Brewer, Noroton Heights, com, as-

signor of one-half to Philip J. Kury, Arverne,

Original application October 2. 1929, Serial No.

Divided and this application January 17', 1944, Serial No. 518,649

16 Claims., (Cl. 192-.01)

This invention relates to motor vehicles or the like and more particularly to a safety control system for controlling the operation thereof whereby safety in operation and ease of control are materially enhanced.

This application is a division of my copending application, Serial No. 396,691, for Safety control system for motor vehicles, fiJedOctober 2, 1929,

' novel means for controlling the power actuation of a clutch mechanism of a motor vehicle whereby safety is promoted, wear and tear on the vehicle and parts thereof are reduced, more uniform operation and control are attained, starting strains are reduced, and fatigue of the operator is materially lessened.

A further object is to provide an improved power control for a clutch whereby substantially no effort is required on the part of the driver in releasing the clutch and controlling the engagement thereof.

Still another object is to provide novel apparatus for actuating and controlling the engagement of a clutch of a motor vehicle or the like whereby a simulation of expert manual operation of the clutch is obtained. 1

The above and further objects and novel features of this invention will more fully appear from the following detailed description taken in connection with the accompanying drawing. It is to be expressly understood, however, that the drawing is for the purpose of illustration only and is not designed as a definition of the limits of the invention, reference being primarily had for this latter purpose to the appended claims.

In the drawing, wherein like reference characters refer to like parts throughout the several views,

Fig. 2 is an enlarged scale sectional view, with parts broken away, of the clutch operating power device of Fig. l, the section being taken substantially on line 2-4 of Fig. 3;

Fi 3 is a partial side elevation, partly in section, showing said power device and control means therefor, the section being taken substantially on line 3-3 of Fig. 2; and

Fig. 4 is a diagram graphically illustrating the operation of said power device.

One form of clutch operating mechanism which may be employed in carrying out the present invention is illustrated, by way of example, in Figs. 1 to 3, inclusive, of the drawing wherein the clutch 4 of a motor vehicle, normally held in operative engaged position by a spring 5, is adapted to be moved to disengaged position by the depression of a clutch pedal 6 of the type ordinarily provided for manual actuation of the clutch mechanism. Peda1 6 is pivotally mounted at 1 and is provided with a bifurcated portion 8 which is adapted to engage a bearing 9 for disengaging the clutch mechanism. A power device of the fluid pressure vacuum actuated type is provided for operating the clutch mechanism, said device being preferably attached directly to clutch pedal 6.

The power device comprises two relatively movable elements which, in the present case, are constituted by a piston element In and a cylinder ll enclosing the piston, either of which may be movable. In the particular embodiment shown, the piston represents the stationary element and the cylinder is moved relative thereto in a manner and for a purpose to appear hereafter. A bracket I2 is. mounted on the foot board of the vehicle adjacent pedal 6 for supporting the power device. Preferably a stem is connected at its upper end to piston Ill and is pivotally connected at its lower end to bracket [2 by any suitable means such as a pivot pin I 4. Cylinder ll carries trunnions l5 adapted for pivotal connection with a bracket arm l6 which may be clamped by any suitable means, such as bolts II, to the head or footrest l8 of clutch pedal 6. Therefore, as the cylinder moves, the clutch will be correspondingly shifted, the pivotal connections it and I6 permitting the power device to swing to compensate for the arcuate movement of head l8 about the pedal pivot 1.

The power device in the present instance is operated by suction from any suitable source such, for example, as the intake manifold of the vehicle motor and it is shown as being electrically controlled. Piston l9 may carry the usual cup leather I9 to prevent leakage past the piston and it is guided in the cylinder by the annular walls 20. This piston also carries control mechanism for the power device, said control mechanism comprising a solenoid coil 2i mounted in a casing 22 in the piston and having a central opening 23 through which extends an armature 24 having valves 26 and 26 at its opposite ends to control openings 21 and 23, respectively, in opposite ends of casing 22. Opening 21 is in the top wall of casing 22 and communicates with space 29 which in turn is normally in communication with the atmosphere through annular space 30 and passage II in piston I0. The space 34 within casing 22 communicates with the space 35 in cylinder II above piston I through a plurality of passages 36 in the connecting and spacing bolts 31.

The opening 23 and valve 24 control communication from space 34 and passage 23 to a passage 38 extending longitudinally in stem 95 of piston I0, the latter passage being in constant communication with the hollow center portion of pivot pin I4 which is in turn connected through a suitable tubular connection 39 with a source of suction such as the intake manifold 40 (Fig. 1) of the vehicle motor. A joint 4I permits relative turning movement between conduit 39 and pivot pin I4. This joint also serves as a means for carrying a check valve of any suitable type, such as ball 42, normally held against its seat by a spring 43. As shown in Fig. 2, check valve 42, 43 is so arranged as to permit air to flow from passage 38 to the intake manifold but to prevent flow of air in the opposite direction.

A spring 44 embraces the armature 24 and tends to shift the same downwardly to normally close valve 26, 23 and open valve 25, 21. Solenoid M is accordingly so constructed with relation to armature 24 that excitation thereof will raise the armature to close valve 25, 21 and open valve 26, 28. This will place passage 38 in communication with space 35 in cylinder II above piston I0, thus cutting said space oiffrom communication with atmosphere and connecting the same with intake manifold 40, whereupon the air in space 35 is withdrawn through passages 36, space 23, 34, passage 33 and conduit 39. Cylinder II and bracket I6 are thus moved downwardly relative to piston I0 to actuate clutch pedal 6 and thereby disengage the driving surfaces of the clutch mechanism 4.

In order to energize solenoid 2| for the purpose above pointed out, lead wires 45 are led to the solenoid coil through a tube 46 attached to 'piston I0 and stem 95, said wires being connected at their other ends to a suitable jack 41. The lower end of the latter is contacted by a pair of spring contacts 48 which are in turn connected to a suitable source of electrical energy, such as a battery 62, through a flexible protective cable or conduit 49 and a connection box 50, said box being mounted in any suitable position where it is easily accessible and in which the desired electrical connections may be made to one or more suitable control switches, such as switch 54.

It will of course be apparent that power device I0, II is normally in the full line position illustrated, i. e., with cylinder II in its upper position, valve 25 being open and space 35 being in communication with atmosphere through space, 30 and passage 3|. Clutch pedal 6 is thus also normally in raised position and the clutch parts in driving engagement. Upon upward movement of the clutch pedal and hence that of cylinder. II under action of a suitable spring 6| it is limited by an adjustable stop screw 62 carried by a stationary element 0! the vehicle frame and adapted to engage a lug 63 on pedal 6.

Novel means are provided in combination with the above described clutch operating power device for automatically controlling the engaging movement of the clutch. In the form shown, said means includes a chamber 96 which is directly connected with passage 3i. One side of chamber 96 is closed by a flexible diaphragm 91 which is connected to a rod 96 carrying a valve 99, the latter being adapted to close the entrance to passage I00 which connects chamber 36 with the atmosphere outside the power device when valve 99 is open as shown in Fig. 3. A spring IOI tends to hold this valve in open position.

An adjustable compression spring I02 mounted on the cylinder-of the power device reacts on a lever I03 pivoted atv I04 and the pressure of said spring may be adjusted by means of the adjusting screw I05. At its opposite end lever I63 carries a roller I06 which is adapted to roll along the outer surface of a cam block I0'l mounted on a lever I09 pivoted on a stem 96 at I09 and adapted to engage at its free end against the stem at of the valve as. Cam block in is ad'- justably mounted on lever I03 by means of a nut and screw 0 in a slot III. The spring I02 cooperating with the cam I61 controls the vacuum resistance in the cylinder during the clutch engaging movement in a manner more fully described hereafter. Thus, in operation, the clutch is released or disengaged by energizing the solenoid 2| to thereby eflect the closing of valve 25 and the opening of valve 26. Chamber 36 is thus cut oil from communication with atmosphere through passages 3I, I00 and is connected with intake manifold 40 of the motor through passage 36 and conduit 39. Cylinder II is then drawn downwardly to its lowest position as indicated by dotted lines in Fig. i, it being in its uppermost position in Figs. 2 and 3. When the circuit to solenoid H is opened to tie-energize the same, valve rod 24 is moved downwardly by spring 44 to close valve 26 and open valve 25. In this manner chamber 35 is cut oil from communication with the intake manifold and is placed in communication with the atmosphere through the passage 3I, chamber 96, and valve passage I00.

While the clutch is disengaged and cylinder II is in its lowermost position, the roller I06 is below cam I01 and valve 99 is in open position. Thus, when valve 25 is opened by spring 44, chamber 35 is placed in free communication with the atmosphere and springs 5 and 5| force the clutch pedal and cylinder II upwardly, thus moving the clutch driving surfaces toward engaged position. The diagram in Fig. 4 shows approximately the action during the clutch engaging movement and the upward movement of the clutch pedal. In this diagram the ordinates represent resistance to upward movement of the clutch pedal in pounds while the abscissae represent inches of movement of the pedal.

Thus, when the circuit is broken through solenoid 2I,.as just described, the pedal is in its lowest position indicated by the point 0. Since roller I06 is below cam I01, valve 99 is open to permit free communication between the atmosphere and chamber 35 in cylinder II so that there will be very little uesistance to upward difjl'erent control and assasss movement of the pedal and, hence, to engaging movement of the clutch driving surfaces. This initial movement is accordingly relatively rapid because of the low resistance indicated on the curve in Fig. 4 from point to point A. Point A is preferably just prior to the beginning of clutch engagement and at this point roller I06 runs onto the cam I01 at point II2. If spring I02, for example, has been adjusted to maintain 15 pounds vacuum resistance in cylinder chamber 96 and, as is the case, the vacuum in the chamber at this point is very small, the roller I06 will press against cam I01 and close valve 99, thereby preventing further entrance of air to said chamber. This will increase resistance to upward movement of the cylinder and clutch pedal, thereby slowing up the clutch engagement, said resistance being indicated on the diagram of Fig. 4 from point A to point B.

The clutch starts engagement soon after the point A, so it will be seen the clutch moves very slowly as it starts engagement, thus permitting the car to start in motion with a very easy movement and without jerking. The car probably starts to move about the time or justbefore the point B. Beyond this point, as the car has started in motion, it is desirable that the clutch move somewhat more rapidly and, therefore, at this point theroller I09 begins to run oi! the hump H2 on cam I01 into the hollow H2. This reduces the pressure tending to close valve 99, thereby permitting it to partially open and admit more air to the cylinder. This, of. course, decreases the vacuum resistance as indicated by the curve permits more rapid movement of the cylinder and clutch.

The car has now started and while it gains momentum it is desirable that the clutch move somewhat more slowly and, therefore, the roller I06 runs onto the raised portion lIl ofthe cam again closing the valve 99. If the vacuum in the cylinder of the power device is not greater than the pressure for which the spring 102 is set, the closing of valve 99 causes increasing of the vacuum in chamber 35' and,'hence, an increased resistance to the movement of the clutch pedal as is indicated by the curve from C to D. At the-point D the clutch is nearly engaged and the car has gained momentum and, as the roller I06 drops oil of point Ill, the valve 99 is again permitted to partly open permitting atmospheric air to enter chamber 35 and causing the vacuum resistance to drop as is indicated by the curve D to E. The roller I06 runs on the straight surface I I5 for a short time as indicated by the curve E to F, permitting the clutch to become completely engaged at F when the roller I06 runs oil the cam entirely. When this occurs,

the valve 99 is movedto fully open position,

thereby reducing the vacuum in chamber 35 and the consequent resistance to clutch engaging movement of the pedal, as is indicated by the curve F to G. The clutch is now fully engaged and the rest of the movement of the clutch pedal is merely the lost motion movement effected by spring 5| to insure that the clutch remains fully engaged, said movement being.

made quite rapid against small resistance, as is indicated by the curve G to H.

It will be understood that this operation, as just described, is merely an example and that the clutch engagement movement may be given different timing by merely changing the shape of the cam I01 or adjusting B to C in the diagram and its position on the lever I00, or by adjusting the pressure of the spring I02. The outward movement of lever I00 may be limited by a i stop I09 on the lever and adapted to engage the stem 96. The pressure of the spring I02 and the differential pressure acting on diaphragm 91 in this device automatically compensate for leaks in the system or other abnormal conditions to maintain the automatic control and operation desired for the clutch engagement. Thus, for example, as the vacuum in the cylinder is equal to the spring pressure ratio against the diaphragrnarea, the diaphragm andvalve 99 regulate the vacuum are controlled by the spring I02 and the cam I01, the amount of the vacuum bein controlled by the spring I02 while the cam I01 controls the effective pressure of spring I02. Thus, for example, if spring I02 is set when roller I06 rolls onto the high parts of the cam, the valve 99 will remain closed until the vacuum reaches fifteen pounds. If the vacuum increases beyond this point, pressure on diaphragm 91 will then open the valve 99 against the action of spring I02 even though the roller may still be on the high part of the cam. Thus, the vacuum or vacuum resistance in the cylinder can never get beyond-that for which the spring I02 is set even though there might be abnormal conditions. Therefore, the cam operation and function of the diaphragm 91 in cooperation with spring I02 is to maintain the same relative vacuum in the cylinder at given points in the movement of the cylinder in the control of the clutch engagement travel regardless of leaks or other abnormal conditions tending to change conditions in the cylinder. In other words, it automatically compensates for leaks or other outside things tending to change conditions in the cylinder chamber'35.

Although only a single embodiment of the invention has been illustrated and described, it

is to be expressly understood that the same is not limited thereto but that various changes may be made in the mechanical details as well as in the design and arrangement of parts illustrated without departing from the spirit and scope of the invention as the same will now be understood by those skilled in the art. Reierence will, therefore, be had primarily to the appended claims for a definition of the limits of the invention.

What is claimed is:

1. Clutch control mechanism for an automo tive vehicle provided with a clutch having driving and driven elements and comprising in combination therewith, a pressure differential operated 1 motor operably connected with the clutch, a

primary control galve operative to initiate the disengaging and engaging operations of said motor, and a pressure diflerential operated valve, operable when the clutch elements initially contact, to automatically vary the rate of clutch engagement.

2. In an automotive vehicle provided with a clutch having driving and driven elements, power means for operating said clutch comprising a pressure difierential operated motor operably connected to the driven element of the clutch, a control valve for initiating the clutch disengaging and engaging operations of said motor, and other valve means for controlling theclutch engaging operation of the motor comprising means controlled by a spring, the atmosphere and the fluid pressure of the motor and automatically in the cylinder, but they for fifteen pounds,

in accordance with the degree itially contact, to retard theengagement of the clutch 3. In an automotive vehicle provided with a clutch-actuating member, power means for o crating said clutch-actuating member including a pneumatic motor and valve mechanism for controlling the operation of-said clutch-operating motor, said valve mechanism comprising means for initiating the clutch-disengaging and engaging operations of said motor, and further comprising means operable in accordance with the degree of vacuum within one end of said motor to abruptly reduce the rate of movement of the aforementioned clutch-actuating member as the clutch is being engaged.

4. In an automotive vehicle provided with a clutch-controlling member, pressure differential operated means for operating said clutch-controlling member comprising a vacuum actuated fluid motor including a reciprocable power element operably connected to the said member, and further comprising valvular mechanism for controlling the fluid pressure within said motor, said valvular mechanism comprising manually operated means for initiating the clutch-disengaging and engaging operations of said motor, and further comprising means operable by and in accordance with the vacuum created within the motor as the clutch is being engaged to abruptly modify the rate of change of pressure differential acting on the aforementioned reciprocable power element to thereby abruptly decrease the rate of engaging movement of the clutch.

5. In an automotive vehicle provided with a clutch actuating member, power means for operating said clutch actuating member, including a motor and valve means for controlling the operation of said clutch operating motor, said valve means comprising means for initiating the clutch disengaging and engaging operations of said motor, and further comprising means operable; of vacuum within one end of said motor to abruptly reduce the rate of movement of the aforementioned clutch actuating member as the clutch i being engaged.

6. In an automotive vehicle provided with a clutch, pressure difierential operated means for operating said clutch comprising a fluid motor including a reciprocable power element operably connected to the clutch, and further comprising valvular means for controlling the gaseous pres sure within said motor, said valvular means comprising manually operated means for initiating the clutch disenga ing and engaging operations of said motor, and further comprising means operable by and in accordance with the vacuum created within the motor as the clutch is being engaged to abruptly change the rate of change of pressure diflerential acting on the aforementioned reciprocable power element to thereby abruptly decrease the rate of engaging movement of the clutch. I

7. In an automotive vehicle provided with a clutch-actuating member, power means for operating said clutch actuating. member including a pneumatic motor and valve mechanism for controlling the operation of said clutch operating motor, said valve mechanism comprising means for initiating the clutch disengaging and engaging operations of said motor, and further comprising means operable in accordance with the degree of vacuum within one end of the air between said chamber of saidv motor to abruptly reduce the ing in opposition to the rate of movement actuating member 8. The combination with an automotive vehicle provided with an internal combustion engine and a clutch controlling member, of vacuum-operated power means for operating said member, said power means including a vacuum actuated motor having a chamber containing a reciprocable element operatively connected with said member, a conduit interconnecting one end of said chamber with the intake manifold of said engine, valvular mechanism for controlling the flow of air to and from said chamber, said valvular mechanism comprising means for initiating the clutch disengaging and engaging operations of said motor by alternately opening and closing the connection manifold and said chamber, and further comprising a valve member operable to admit air from the atmosphere to the chamber interior after the aforementioned means has been operated to initiate the engagement of the clutch, together with yieldable means acting on said valve member, said valve member being subjected to a pressure-differential created by the pressure of the atmosphere acting on one side thereof and the partial vacuum in said motor chamber acting on the other side, said pressure differential actforce of said yieldable means, whereby, when the degree of vacuum within said chamber is decreased to a predetermined degree, said yieldable means function to permit movement of said valve member to cut oil the then existing communication between the atmosphere and said chamber around said valve member.

9. In an automotive vehicle provided with an internal combustion engine and a clutch, vacuum power means for operating said clutch, said power means including a motor having a reciprocable ele'ment operatively connected with the clutch, a fluid transmitting connection interconnecting one end of said motor with the intake manifold of said engine, and valvular means for controlling the mode of flow of air to and from said motor, said valvular means comprising means for initiating the clutch disengaging and engaging operations of said motor by alternately opening and closing the connection between the manifold and motor, said valvular means further comof the aforementioned clutch- -prising a reciprocable valve member operable to admit atmosphere to the motor after the aforementioned means is operated to initiate the engagement of the clutch, yieldable means acting on said latter member, said reciprocable valve member being subjected means controlling of said motor.

11. In an automotive vehicle comprising an internal-combustion engine and a clutch, means asthe clutch is being engaged.

to a pressure difierentlal aacaosa and piston mechanism provided with means for vacuum connection and for air relief, and means for controlling the air relief associated with said cylinder and piston mechanism to aflord relatively unrestricted relief during the first part of the stroke of the piston followed by relatively restricted relief, said controlling means including a diaphragm valve and resilient means for biasing the valve, said diaphragm being subjected to differential pressure.

13. In apparatus of the class described, a fluid pressure power device including means responsive to differential pressure connected to-the operating member of a motor vehicle clutch having a normal bias to operative or engaged position, and control means for said power device, including 'valve means for controlling communication between said device and a source of fluid pressure, and diiferential pressure operated means independent of said valve means.

14. Inapparatus of the class described, a fluid pressure power device including means responsive to differential pressure connected to the operating member of a motor vehicle clutch having a normal bias'to engaged position, and means for controlling said power device to eflect an engaging contact of the driving surfaces of said clutch, said last named means including differential pressure operated means adapted to control the clutch engaging movement of said first-mentioned means after the initiation of said movement.

15. Apparatus of the character described, comprising a fluid pressure power device including a pair of relatively movable members, means for creating a differential of forces acting on one of said members to move the same, and means including fluid pressure operated means for controlling the rate of movement of said last-named member. 1

16. In an automotive vehicle provided with an intemal-combustion engine having an intake manifold and further provided with a clutch, vacuum operated clutch operating means connected to said clutch, said means comprising a fluid motor, "a fluid transmitting connection between said motor and manifold, a control valve for said connection, means for operating said valve, and pressure differential operated means for controlling the clutch engaging operation of the motor.

CHARLES A. BREWER. 

